William l



W. L. CARD. Steam-Brake.

Patepted Feb. 3,

FIG-.1.

INYENTORI N. PETERS, PNOTO-LITHOGHAPHER. WASHINGTON D. C I

' of Missouri, have invented a certain new and. 1

PATENT Q E- i WILLIAM L. clean-0F MOBERLYQAssIGNoR TOVITHE CARD AUTOMATIC BR K OMP N OF isr. Louis, MISSOURI.

BRAKE.

SPECIFICATION forming partof' Letters lieutenant. 224,145, dated February 3, 18 0..

V smiles-01'. filed OctoherEQ, 1879.

To all whom it 06mm.- in

Be it knownthatl, WILLIAM LaCARD, of Moberly, in the county of. Randolph and State;

useful Improvement in Steam-Brakes, of which. the following is afull, clear, and exactdescription, reference being had to the accompanying drawings, forming part of this specification. This is an improvement on myinvention described in Letters Patent 1N0. 212,439, granted, to myself, S. Watts, and E. E. Chase and dated February 18, 1879. I

In my'fbrinerdnvention each brake-block was worked byiits ownproper piston inacyl-j inder common toboth. .Thecylindensvas made fast to a supporting plate or bracket rigidly attached to the locomotive-frame, sothatrtha cylinder was fixed in position. Theifbrake blocks were supported onlink-barsiin such, a manner that they would move upward and outward as they approached the wheels, so that there was necessarily. a. jointconnection betweenthe piston and thevpush ro d or bar connecting itwith the. block. g In my present improvement this pushrod or bar is entirely dispensed with. Furthermore, in case one blocksh'ouldcome in contact with itswheelbeforetheother one (in consequence ofidiflerent amount offriction of the pistons in their cylinders onfrom other cause) the attachment of the cylinder and sup;

I I porting-bracket wouldbe strained The construction is also simplifieda nd ened to quite an extent by dispensing-with not only the push-rods, but.by.dispensing also, '1

with one piston oneach side of1the-.ehgine, with its packing-rm gs, thereby ch eapeni-ngits main;

tenance as well as its construction, a i

This improvement overcomes theab v difli .ficulties'by the use of a single cylinder supported in such a manner as to admit ofsufficient i,verticahlongitudinal, and other movements to avoid strains incident not. onlyv to the'iforegow ing causes, but also to curvatures oftrack,

no cause whatever can byany possibility throw the centersof the brake apparatusont of line.

In this construction one of the brakablocksis connected directly to the cylinde and 'the other block to the piston workinQirilthecylinder.

The movable nature of the cylinder necessitates a flexible steam -connection or some @equivalent device in ,lieu thereofi V ,In the drawings, Figure l is aside view of partof a l0 0OI H0tlVG, Sh0Wll1g the improve- ;ment. Fig-.2 is an enlarged top view of the. cylinderoperating the tender-brake. Fig. 3 is atransverse section of the bracket plate at lab, Fig. l.--Fig. 4 is an enlarged detail, showing the manner of support-ingthe brake cylinder. ,Fig.-5 is a longitudinal section on 'cd, Fig. 6, of the slide-valve of, the brake-operating cylinders. Fig.6 is a transverse section ofvalve at e f, Fig. 3. Fig.1? is an enlarged longitudinal section of thelocomotive-brake- ;operating cylinder at gh, Fig. 3, but showing {a modification of thedevice foradjustable restfor the lower end of 7 the brake-block.

' Aare the drive-wheels (upon one side) of the locomotive B. The brakes are applied to boththese wheels and simultaneously to the driving-wheelsupon the other side, the steampipe S extending, over the locomotive to the operating-cylinders of both brakes, with which it connects by, flexible pipe-sections S, e

,Th'e brakes of the tender are applied by means of steam passing through the pipeS lextending to steampylinder H beneath the cab, i Q D Jis a steam-chest incommunication with the. steam-space of the. boiler, the steam en- 'tering the chest throughthe orifice E, Withiin the steam-chest works D slide-valve, F, operated bya hand-lever, G, connected to the lvet m r V 7 his a steamfpipe leading directly from the live-steam pipe --S- to the steam-chest through the cent-ralport, s. k

1 The steamport 8 in the valve-seatcommunicates with th epipe S through which steam enters and discharges .fI'Olll the cylinder H,

which the tender-brakes are operated.

; j The cylin e n is secured to the bottom of thefoot-board Hf'hymeans of a stud or bracket, H whose pin hextends through a lug, H at the closed end .ofthe cylinder, the construe- *tionaallowing the engine to oscillate in a horiizontahplanel The pin has a headflt giving vertieal support to that end of the cylinder.

The open end of the cylinder may be sup- IOO ported on'a rod or stirrup extending beneath it, and whose ends are attached to the footboard.

The movable character of the cylinder requires a flexible connection with the steam pipe S Such connection is shown at S Thepiston I is connected by joint t to the lever J, fulcrumed at j to a stud or pin, J, fixed to the bottom of the foot-board H. The lever is connected at the outer end by means of a spring, K, to the cylinder, so as to draw back the piston into the cylinder when the steam has exhausted from the cylinder.

It will be seen that the connection of thepiston with the lever J will give an oscillatory movement to the piston and cylinder on the pin h. Hence the necessity for the support of the cylinder in such a manner as to permit of its oscillation.

The inner end of the lever J (where the chain L is attached) is at or about the medial of the locomotive, so that curves in the track will not materially affect the chain-connection L between the locomotive and the tender, the connection of the other end of the chain with the brake mechanism of the tender being also made at or about the medial line, for the same reason.

The chain L may connect with any ordinary system of brake-levers. These are too well known to need description.

8 is the exhaust-port of the valve-seat. This port is in communication with the exhauststeam pipe 8.

fis a small hole through the valve F, supplying steam in small quantities to the brakecylinders in advance of the main supply when the ports .9 s are thrown wide open.

By this device the brakes may be set on slowly, while by a full movement of the valve the brakes may be applied with full force at once.

It will be seen that the location of the valveports is such that the brakes may be set one at a time and taken 011' in the same manner. To accomplish this with an ordinary valve itis necessary that both the steam-ports s .9 should be at one side of the exhaust-port .5, thus differingfrom the construction of slide-valve seats of steam-engines where the exhaust-port is at the middle, between the two steam-ports.

The upper and lower frames of the locomotive are shown at M M, and to these is attached the bracketplato N, having at the upper end the stud or pin 0, upon which are hung the links P P, whose lower ends have jointconnection with the brake-blocks Q Q. The lower end of the plate N has an upturned flange, n, forming a transverse guide to the steam-cylinder R by means of a bracket, 1, upon the inside of the cylinder, which e11- gages over the top of the flange or guide n. The flange n and bracket 1" also serve to assist in the support of the cylinder when in its lower position-that is, when the brakes are off. Between the top of the flange or guide it and thebracketr, I interpose a gib, 1', upon which bears the point of a set-screw, r screwin g through the bracket. An important otlice of the said bracket r and guide-flange n is to prevent any possibility of the brakeblocks swinging outside of the tread ot' the wheels, while at thesame time suflicient play is allowed for all lateral motion incident to curvatures of tracks, &c.

R is an arm extending from the closed end of the cylinder R, and having joint-connection at T with the brake-block Q.

R isa downward extension of the arm B, through which passes a set-screw, R whose point forms a rest for the lower end of the brake-block when the brake is'ofl', and thus prevents the top of the block from resting against the wheel at its upper end. The piston U has an arm, U, similar in all respects to the arm R, and connected to the other brake-block, Q, by joint t, and giving asimilar lever-bearing to the block Q by extension U and set-screw U- V V are set-screws screwing in lugs of the brake cylinders, and 'whose points receive the impact of the outturned flange of the piston, to regulate the inward movement of the piston in the cylinder, and, consequently, the distance the brake-blocks fall back from the wheel.

At Fig. 7 is shown a modification of the adjustable back rest of the lower end of the brake-block. In this modification extensions P of the links P are substituted for the extensions R and U of the cylinder and piston, respectively, the set-screws P being screwed through such extensions 1?, and acting in similar manner to those R and U I claim as my invention- 1. The combination of the two brake-blocks Q Q, attached, respectively, to the cylinder R and piston U, for the purpose set forth.

2. The combination, with the brake-cylinder R, of adjustable support 1' n, for the purpose set forth.

3. The combination of supporting-plate N with bracket flange n, cylinder R, bracket '1', and adjustable bearing r W, substantially as set forth.

4. The combination of the cylinder R and piston U with bearing-arms R and U and set-screws R and U, and brake-blocks Q Q, for the purpose set forth.

5. In combination with the brake-cylinders H and R, valve F, and valve-rod F, the seat of said valve, having steam-ports s s and exhaust-ports .9, located and operating substantially as set forth.

6. The combination of the cylinder and piston H I, connected to the locomotive by pivot h, and connected to lever J, carrying brakechain L and return-spring K, substantially as and for the purpose set forth.

WILLIAM L. CARD.

Witnesses:

SAML. KNIGHT, DAVID S. RANDOLPH. 

